Automatic car-bra ke



(No Model.) 6 SheetsSheet 1.

G. T. SMALLWOOD, Jr.

AUTOMATIC GAR BRAKE.

No. 284,766. Patented Sept. 11,1883.

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(No Model.) 6 Sheets-Sheet 2.

G. T. SMALLWOOD, Jr.

AUTOMATIC 0 3 BRAKE. No. 284.766. Patented Sept. 11, 1883.

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6 SheetsSheet 3.

(No Model.) I

G. T. SMALLWOOD, Jr.

AUTOMATIG GAR BRAKE.

Patented Sept. 11, 1883..

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N. FEYERS. PhnwLilhognphor. Washington. D. c.

(No Model.) 6 Sheets-Sheet 4.

G. T. SMALLWOODJJr.

Y AUTOMATIQUAR BRAKE. N0. 284,766. Patented Sept. 11, 1883.

N. PETERS. Phoio'lflhugnphlr. Wnhingion. 0.0

6 Sheets-Sheet 5.

Gr.- T. SMALLWOOD. Jr.

AUTOMATIC GAR BRAKE.

Patented Sept. 11, 1883.

(No Model.)

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N. PETERS. Puma-Lam gunner. WM in mn. n.c

(No Model.) 6 Sheets-Sheet 6.,

G. T. SMALLWOOD, Jr.

AUTOMATIC GAR BRA KE.

Patented Sept. 11, 1883.

N. PETERS. MmLiihugraphor. Wahinglon. EC.

rrnn STATES PATENT l Fries.

GEORGE T. SMALLIVOOD, IE, OF WVASHINGTON, D. (1, ASSIGNOR OF -ONE- HALFTO JAMES HENRY MOLEAN, OF ST. LOUIS, MISSOURI.

AUTOMATIC CAR-BRAKE.

:PECIFICATION forming part of Letters Patent No. 284,766, datedSeptember 11, 1883.

Application filed October 5, 18%. No model.) I

T0 at whom it may concern:

Be it known that LGnonen T. SMALLWOOD, J r., a citizen of the UnitedStates, residing at \Vashington, in the District of Columbia, haveinvented a new and useful Improvement in Automatic Draw-Bar Brakes, ofwhich the following is a specification.

My invention relates to that class of carbrakes in which the variousfunctions of the brake mechanism are performed in consequence of certainmovements of the draw-bar, such brakes being known as draw-bar brakes.

My inventionhas for its object the production of a brake mechanism which(the train being in motion) shall cause an application of the brakes tooccur automatically by simply checking the speed of the locomotive, and,furthermore, to so arrange such mechanism that in case the train isstopped with the brakes off a continued movement of the train in eitherdirection may be produced without causing an application of the brakes;and, finally, to so arrange the said mechanism that in case the train isstopped with the brakes applied a continued movement of the train ineither direction may occur without interference from the brakes, suchbrakes being au- -tomatically released by the continued movement.

To the above ends my invention consists in the provisionof certainmechanical devices, and in the combination of the same, as hereinafterfully set forth.

In order that my invention may be fully understood, I will describe itwith reference to the accompanying drawings, in which- Figure 1 is aside elevation, partly in section, of a car-truck with my inventionapplied. Fig. 2 is a plan view of a car-truck with my invention applied,the spring-plank being broken away to expose the mechanism beneath it.Fig. 3 is a front view of the truckbeams with the attached mechanism. isan under side view of the sand-plank, showing the preferred arrangementfor operating the slides. Figs. 5, 6, 7, 8, 9, and 10 are illus-'trations of modifications of devices for moving the slides.

Fig. 11 shows the manner of arranging the spring and rod which keep theshoes in their central or normal position. Fig.

Fig. 4'

12 shows one of the slotted abutments through which the rod for holdingthe shoe passes. Fig. 13 illustrates the preferred form of the head forthe draw-bar extension. Fig. 14 is a transverse section of the same.Figs. 15 and 16 show different forms of slides. Figs. 17. 18, and 19illustrate the preferred forms of brake-shoes. Figs. 20 and 21illustrate arrangements for effecting applications of the brakes byhand.

In the said drawings, 3designates the drawbar, which is provided with ahead, 3*, at its outer end, and arranged to move longitudinally insuitable guides beneath the body of the car. The draw-bar is providedwith a buffer-spring, 3, which surrounds the said drawbar, and isconfined between two follower-plates, 3". These two follower-plates workbetweenitwoplates, b, one of which is placed above and the other beneaththe drawbar 3. On the inner faces of the plates 1), and at each endthereof, are stops 7), which limit, the longitudinal movement of thesaid followerplates 3", as shown. A key, 3 is secured to the draw-barjust behind the inner fo1lower plate, 3", in order that when thedraw-bar is extended in pulling the train the inner follower-plate shallbe carried with it. A stop,

3 is set so as to be in contact with the upper side of the draw-bar, asshown, for the purpose set forth hereiriafter. Between the outer face ofthe forward follower-plate, 3", and the inner face of the draw-head 3*,and surround ing the draw-bar, is aweak spring, 3, serving 8 5 as acushion between the head and the follower-plate against violentconcussion of the two.

1 designates a bar swiveled at its outer end to the inner end of thedraw-bar 3, as shown at 2, and extending obliquely downward to aconnection with a sliding head, 4, presently to be described. This bar Iterm the draw-bar extension. The head 4 is preferably wedgeshaped, andwhen idle rests on the plate 33, 5 secured to the upper side of thesand-plank a.

. 5 5 designate forked levers, which are pivoted at 6 beneath the saidsand-plank, as

shown. The upper ends of the levers 5 ap proach each other above thesand-plank a at a hereinafter described. The lower or outer ends ofthese levers rest upon arms 7, which are jointed or fulcrumed at theirinner endsbeneath the sand-plank, as shown at 8. There are four of thesearms 7 arranged in pairs, one pair being placed in front of and theother pair behind thesand-plank. V The outer ends of these arms are eachconnected at 9, either directly or through the medium of longitudinalbars, to vertical rods 9, which are connected at 10 to the brake-beams11. The brake-beams 11 are of peculiar construction, and are secured tothe track in such manner as to have free vertical movements while theirtendency to horizontal'and lateral play is checked. These results areattained by means of guide stirrups or boxes 12, one of which is shownas operating in connection with each brake-beam 11; but more than onewill be required in certain cases. As shown, each guide-stirrup isattached directly to the truck-frame on one side and midway of thelength thereof, and is provided with a deep depression in its upperpart, within which the beam 11 moves, said beam being within thedepression at a point about midway of the length of said beam. The twoproj ections or abutments formed by the depressionin the stirrup 12stand against the outer sides of the brake-beam, and are of such heightas to guide said beam in its upward movement, which is produced bysprings 11, interposed between the under side of said beam and the upperside of the truck-frame. projections also prevent lateral displacementof the beam. For the purpose of preventing longitudinal movement of thebeams 11, stops 11, passing entirely through said beam and projecting ateach side thereof, are provided, which rest against either side of thesaid stirrup, as shown. The brake-beams 11 are each arranged to carry asmany shoes as there are truck-wheels on either side of the truck, in thepresent instance a four-wheeled truck being shown. Each beam carriestwoshoes. In a six-wheeled truck, each beam would carry three shoes, and inan eight-wheeled truck each beam would carry four shoes, 850. At thepoint of attachment of each shoe the beam 11 is formed with a curvedportion, the line of such curvature being on a radius described from thetruck-axle as the center. This curved portion serves to guide the shoein its path of movement as it shifts for the purpose of moving theslides, as hereinafter described.

The manner of attaching the shoes13 to the brake-beams 11 is shown inFigs. 1 and 17 and 18. The shoe consists of a body, 13, formed with ears34, between the inner sides of which the curved portion of the beam 11is placed.

Beneath the beam 11, and within the space be-- tween the ears 34, is afriction-roller, 35, journaled at its ends in said ears, while above thebeam 11 is a pin, 36, seated in said earsand serving to hold the shoeand brake-beam 11 in figs. 17 and 18, or as shown in Fig. 19. The.

The said reduced in diameter, and is surrounded by a spring, 17, theends of which rest against the inner faces of two washers, 16,interposed between the said spring and the inner faces of the abutments18. These washers also rest at their outer faces against the shouldersof the rod 11, formed by the lessened portion, which is surrounded bythe spring, and against the inner faces of the abutments 18, so thatwhen the rod moves in one direction 'it carries one of the washerswithit and compresses the spring from one end, and when said rod is moved inthe opposite direction it carries the other washer with -it, compressingthe spring from the opposite end, so that the shoes are acted upon inthe same manner by the said spring in either direction of theirmovement, and are thus kept in their central position.

Attached to the inner side of each of the shoes 13, at 13, is one end of.a rod, 20, (four of which rods are shown,) which connects at its otherend with the upper end of one of four levers, 22, two of which areplaced in front of and two behind the truck-timbers to which they arepivoted, as shown at 23. Each of these levers 22 is connected at itslower end to one of four rods, 24, (see Fig. 4,) which are arranged inpairs, and extend horizontally beneath the sand-plank a and above theplate 26 to a connection at their inner endswith one or two studs orpins, 25 25, each of which rides in a slot, 26, in the plates 26, ofwhich there are two, as shown, and which are secured to the under sideof the sand-plank a.

To the lower end of each pin 25 is attached one end of a rod, 27, whichconnects with one of two crank-arms, 28, each of which is secured uponthe lower extremity of a vertical shaft, 29, passing up through thesand-plank. There are two of these shafts 29, each of which,

at its upper end, is provided with an eccentric,

and 30 are operated by a link, 24, pivoted at 243 to the sand-plank a.In Fig. 7 said parts are operated by a plate similar to that shown inFig. 4.; but the slots are in reversed positi on to those there shown.In Fig. 8said parts are operated bya-link, 24 acting in a manneropposite to that shown in Fig. 6, said link being provided with a slot,24, and pivoted to the sand-plank, and also controlled in its movementsby stops 24. In order to cause the pin which works in the slot of thelink to begin and continue its movement upon the return of the link fromoneextreme limit of its move- '30 are operated by bevel-gearing 28 29.

ment, I provide converging guide-faces 24 against which the pin strikeson the return movement. In Fig. 9 theparts 27,28, 29, and In this figureone of the rock-arms is shown as in its normal position, while the otherrock-arm (that on the left) is shown as thrown forward. The parts whenin operation never actually assume such relative positions, allmovements being similar and in unison, and they are thus shown forpurposes of illustration. In Fig. 10, I have represented the rods 27 asplaced on top of instead of underneath the sand-plank, as before, andconnected directly to the slides 31, in which arrangement the link 24 ispivand the form of slide shown in Fig. 16 is employed. The slides 31, attheir inner portions, are formed with a lateral slope or inclination,and also with an inward longitudinal slope or inclination, both as shownin Fig. 15, the lateral slope being made to correspond with the inclinedunder side of the head 4, and the longitudinal slope being for thepurpose of facilitating the withdrawal of the slides out from under thehead 4, while said slides are pressed upon by thehead during brakeapplications. A plate, 33, Fig. 10, is secured to the sandplank a infront of the slides 31, and the head 4 slides upon this plate, raisingthe inner ends of the arms 5 before passing upon the slides 31, for thepurposes hereinafter described.

In order to insure the working of the mechanism in case it is desired tostop the train 011 a curve, I make the head preferably in a separatepiece from the extension 1 and swivel it to the latter. The head 4 isprovided with flanges 4 4, which work in connection with guides 32 011 aplatform, 32, secured to the spring-plank a in front of the plate 33.

In order to provide means for effecting applications of the brakesvoluntarilyby hand, I employ the arrangements shown in Figs. 20 and 21.In the former arrangement the ordinary hand-brake chain, 39, passes fromthe brake-staff over a pulley, 37, and thence-to a connection with theextension 1. A chain, 39, is attached by its inner end to the extension1, and passesthence to a connection with the hand brake staff. The twochains are coiled around the said staff in opposite directions, so thatwhen the brake-wheel 38 is turned in one .direction it will force. thehead 4 inward, ap-

plying the brakes, and when said wheel is turned in the oppositedirection the head 4 is drawn outward, releasing the brakes. In thearrangement shown in Fig. 21 a lever, 50, is pivoted at 51.to one of thestringers of the car,

and the brake-chain 39 passes from the upper end of said lever over thepulley 37, and thence to a connection with the extension 1. From thelower end ofthelever 50 a chain, 39", passes to a connection with thesaid extension 1, as in Fig. 20. The upper end of the lever 50 moves ina slot, 52, in the platform of the car, said slot being covered by ahinged plate, 53. With this arrangement, when it is desired to apply thebrakes, the plate 53 is raised and a suitable handle is placed upon theupper end train, the engineer checks the speed of his engine, and, as aconsequence, the cars crowd together end to end. This crowding of thecars, which is due to their acquired momentum, results in forcing thedraw-bar 3 inward. The draw-bar first moves the distance from the innerface of its head 3* to the outer face of the outer follower-plate, 3",independently of the draw-bar spring 3, or, in other words, withoutcompressing the said spring 3. This action is due to the fact'that thespring 3, interposed between the head 3* and the forward follower-plate,is practically of no effect as regards the buffer-spring, which isrelatively of immensely greater power, the sp ring 3 being merely acushioning-spring to protect the forward follower-plate against theviolent concussion of the head 3*. This independent movement of thedraw-bar, acting through the extension 1,which is guided by the stop 3,forces the head 4 inward, sliding it onto the plate 33 and beneath thelevers 5. As the head 4 enters beneath the upper ends of the levers 5,it raises IIO shoes 13 into contact with the tops of the wheels. Whenthe shoes strike the tops of the wheels, they are in.their centralposition, being so held by the rods 14 and springs 17 and theaccessories thereof. As soon as'the shoes strike the tops of the wheelsthey are carried with them to the limit of the movement of said shoes.This shifting of the shoes, acting through the medium of bars 20 22 24and the connections 25, 26, 27, 28, 29, and 30,, or directly from 24 to27 as in Fig. 10, throws the slides 31 inward. At the end of the aboveoperations the head 4 continues its inward movement, but now against theaction of the spring 3. The primary movement described above isnecessarily.

a very powerful one, in order to insure the application of the shoes tothe wheels with sufficient force-to avoid their slipping over the tiresof the wheels, and such movement is consequently made without hinderancefrom the buffer-spring. The slides 31 being thrown inward, as abovedescribed, the head 4 rides upon their inclined upper faces and engages4 games with great power beneath thelevers 5, applying the brake-shoeseffectively to the wheels, stopping the train. Now, the train havingstopped, supposing it is desired to back it, the brakes being applied,the wheels will be at liberty to turn, carrying the shoes with them. Asthe shoes shift, the slides are now drawn out from beneath the head 4,and it, having now lost their support, drops, allowing the inner ends ofthe levers 5 to do the same, and the brakebeams 11 are raised by theirsprings 11", lifting the shoes off of the wheels, and also raising theouter ends of the arms 7. The brake mechanism is now in its normalcondition, and the cars may be propelled in the direction indicated asrapidly as desired. With the train standing with the brakes applied,after having been running in the direction indicated by the arrow inFig. 2, supposing thetrain is to be again moved in the directionindicated by the said arrow, the engine starts and pulls out thedraw-bar, and this draws the head 4 out from between the levers 5 andthe slides 31. The result is that the brake-beams rise, taking the shoesoff of the wheels, and the shoes are in stantly returned to their normalposition by the springs 17 and rods 14, with their accessories, and asthe shoes are thus shifted they draw back the slides 31. After this thebrake is ready for subsequent action. Supposing the train has beenrunning in the position indicated by the arrow in Fig. 2, and isstanding with its brakes not applied, if the train is backed, (ina'direction contrary to that indicated by the arrow,) the shoes will beapplied as the head 4 is forced in beneath the levers and raises them;but as the wheels are at rest no movement of the slides 31 takes place,and the head 4 drops down in the cavity between the slides 31 and thebrakes are not applied.

The train is then at liberty to move either backward or forward. I

'The advantages of this device over others for the analogous purpose arethat the shoes are applied to the tops of the wheels, and thus strainson the journals are avoided; also, in case of the pulling out of thedraw-bar, it having no direct connection with the brake mechanism willnot produce injury to the latter; also, should the mechanism upon onetruck fail to work, none of the other mechanisms in the train aredisabled.

It is to be understood that I do not confine myself exclusively to theprecise construction hereinbefore described; but,

Having thus described my invention, the following is what I claim as newtherein and desire to secure by Letters Patent:

1. In an automatic draw-bar brake, the combination, with a draw-barhaving a longitudinal movement independent of its buffer-spring,

of brakebeams carrying'brake-shoes' arranged to be shiftedlongitudinally by contact with the truck-wheels, and a series of devicesconnected to the said brake-beams and so arranged as to be acted upon bythe said movementof the draw-bar, whereby the said movement of thedraw-bar is caused to eifect an application of the brakes for thepurpose of shifting the brakeshoes.

2. In an automatic draw-bar brake, verticallymoving brake-beams carryingbrakeshoes arranged to beshifted longitudinally by contact with thetruck-wheels, movable bearings operated by the movement ofthe shoes, and7 5 connections with the brake-beams for effecting the movement of saidbeams, in combination with a longitudinally-movable draw-bar, providedwith connections acting upon the said movable bearings and engaging withthe said brake-beam connections, whereby the movement of the draw-bar iscaused to produce a preliminary application of the brake-shoes to thewheels for the purpose of shifting said shoes, and a subsequenteffective application 8 of the brake-shoes for braking the wheels.

3. In an automatic draw bar brake, the combination, with a brake-beam,of a series of brake-shoes attached to said beam in such manner as tomove longitudinally thereof, and 0 provided with connections whichinsure simultaneous movements of said shoes and maintain said shoes inand return them to their normal positions, substantially as and for thepurposes set forth. I

4. The draw-bar 3, provided with a supplemental bar, 1, jointed thereto,and having a wedge-shaped head, 4, substantially as and for the purposesset forth.

5. A wedge shaped head arranged to be thrust in by the inward movementof the drawbar and acting by such movement on thebrakelevers, incombination with a shifting-bearing for said head, controlled by therotationof the wheels, so as to determine the application ornon-application of the brakes, as explained.

6. The wedge-shaped head 4, connected to the draw-bar through the mediumof supple- LOO - mental bar 1 with a double or universal joint,

in combination with guides 32, between which the said head works,substantially as and for the purpose set forth.

7. The brake-beams 11, carrying brake-sh oes 13, shiftablelongitudinally thereon, in combinationwith a movable bearing or stop,and suitable connections therewith to the said shoes. said bearingsserving to determine through the medium of the said connections theapplication or non-application of the brakes upon the inward movement ofthe draw-bar, substantially as set forth.

8. The combination of the brake-beams 11, shiftable shoes 13, levers 5and 7, slides 31 31, suitable connections between said slides and shoes,and the draw-bar 3, with its extension 1, provided with an attachmentfor engaging with the said slides and levers, substantially as and forthe purposes set forth.

9. The combination, with the brake-beams carrying brake-shoes shiftablelongitudinally 1 o thereon, the system of levers connected to said.brake-beams, the movable slides having connections with saidbrake-shoes, and the drawbar, with its extension, having an attachmentIIO for engaging with the system of levers, and with the slides, of ahand-brake attachment operating by movements in opposite directions toapply and release the brakes voluntarily.

5 10. The combination, with the brake-beams 11, of shoes 13, slidingthereon, and springs 17, operating, substantially as herein set forth,to

. return the shoes automatically to their normal position when releasedfrom the wheels.

11. The combination, with the brake-beams 11, of shifting-shoes 13,connected thereto by upward1y-projecting lugs or flanges 34, substantiallyas and for the purposes set forth.

12. The combination, with the brake-beams 15 11, shifting-shoes 13,having upwardly-projecting flanges, and the anti-friction rollers 35 toreceive the pressure of the brake-beams, substantially as and for thepurposes set forth.

13. The combination, with the arms 7- and connections 9, of abreak-beam, 11, carrying 20 two or more shoes, and formed with a seriesof curved sections or portions at the points of attachment of the shoes,said curved sections corresponding in number with the shoes, and beingformed each on a curve concentric with 2 5 the truck-axle.

GEO. T. SMALLWOOD, JR. W'itnesses:

H. E. KNIGHT, Gno, R. BYINGTON.

